Flight Planning And Communication

ABSTRACT

The invention described herein provides a flight crew with an easier, more intuitive, system and method to create a flight plan. A flight planning system is presented for navigation of an aircraft utilizing a touch screen display device mounted in an aircraft cockpit spanning the width and height of the instrument panel. The system provides navigational views, an interactive map, charts, a radio frequency component, a weather component, and a virtual flight plan. A flight planning method is presented that uses an interactive map on a touch screen device in an aircraft cockpit. The method accepts user inputs and displays a desired flight plan on the map. A method for providing a chart on a touch screen device is presented that includes presenting a list of menu options on a touch screen mounted in an aircraft cockpit. The method provides the flight crew with heads-up operation, providing greater situational awareness.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 14/642,256, entitled “Touch Screen Instrument Panel”, filedMar. 9, 2015, which claims the benefit of each of U.S. ProvisionalApplication No. 61/951,145, entitled “3D Weather”, U.S. ProvisionalApplication No. 61/951,189, entitled “HD Camera”, U.S. ProvisionalApplication No. 61/951,260, entitled “Adjustable Synthetic VisionSystem”, U.S. Provisional Application No. 61/951,231, entitled “SkytrakNavigational Aid”, U.S. Provisional Application No. 61/951,240, entitled“Smart Airport Application”, U.S. Provisional Application No.61/951,243, entitled “Smart Traffic Application”, U.S. ProvisionalApplication No. 61/951,157, entitled “Chart Synoptic Window”, U.S.Provisional Application No. 61/951,168 entitled “Flight PlanningSynoptic Window”, U.S. Provisional Application No. 61/951,201 entitled“Intelligent Radio Frequency Identifiers”, U.S. Provisional ApplicationNo. 61/951,152, entitled “Crew Alerting System”, U.S. ProvisionalApplication No. 61/951,195 entitled “Historical Data Feature”, U.S.Provisional Application No. 61/951,208 entitled “Maintenance SynopticWindow”, U.S. Provisional Application No. 61/951,220 entitled “MasterWarning/Master Caution”, U.S. Provisional Application No. 61/951,234entitled “Proximity Icon”, U.S. Provisional Application No. 61/951,166entitled “Flight Control Synoptic Window”, U.S. Provisional ApplicationNo. 61/951,215 entitled “Mode Controller and Engine Indication Icon”,U.S. Provisional Application No. 61/951,253 entitled “Synoptic WindowLayout”, U.S. Provisional Application No. 61/951,216 entitled “MoveableSynoptic Pages”, U.S. Provisional Application No. 61/951,223 entitled“Pinnable Synoptic Pages”, all filed Mar. 11, 2014.

The entireties of each of the aforementioned applications areincorporated by reference herein.

BACKGROUND OF THE INVENTION

The invention relates generally to the field of aircraft. Morespecifically, the invention relates to the field of instrument panelsfor aircraft.

Current methods for creating and modifying flight plans require typingand heads-down time, which reduce a pilot's situational awareness.Historically, paper charts used for flight planning were contained inbinders. With the advent of an electronic flight bag, pilots viewedcharts on electronic displays. More recently, avionics manufacturershave provided methods for displaying charts electronically on the mainflight display of the aircraft's instrument panel, but these methods arecumbersome and inefficient.

SUMMARY

In one embodiment, a flight planning system for navigation of anaircraft is provided. The system includes a storage component having oneor more instructions stored thereon, a touch screen display device, aprocessor coupled to the display device and a memory. The processor isconfigured to execute the one or more instructions stored in the storagecomponent. The system further includes a manager configured to providenavigational views via the touch screen display device in an aircraftcockpit. The manager includes a mapping interface for displaying one ormore maps on the touch screen display device, a charts component fordisplaying one or more aeronautical charts on the touch screen displaydevice, a radio frequency component for receiving and displaying one ormore radio frequencies on the touch screen display device, a weathercomponent for displaying one or more weather representations, whereinthe one or more weather representations overlays the one or more maps onthe touch screen display device, and a virtual flight plan component fordisplaying one or more simulated flight plans on the touch screendisplay device.

In another embodiment, a method for flight planning utilizing aninteractive map on a touch screen device in an aircraft cockpit isprovided. The method includes receiving a set of flight rules, receivingan indication of both an origin airport and a destination airport viathe touch screen device, and based on each of the set of flight rulesand the origin and destination airports, displaying a flight path on themap.

In yet another embodiment, a method for providing a chart on a touchscreen device is provided. The method includes presenting a list of menuoptions on a touch screen mounted in an aircraft cockpit, said listincluding a charts function. The method further includes receiving aselection of the charts function, in the charts function receiving anindication of an airport, upon identifying the airport, enablingselection of (i) an approach or departure, (ii) a navigation method,(iii) a runway, and based on the selections, identifying correspondingcharts and automatically displaying the corresponding charts on thetouch screen device.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a perspective view of an embodiment of a touch-screeninstrument panel system for an aircraft.

FIG. 2 depicts a system diagram for an embodiment of a touch-screeninstrument panel system for an aircraft.

FIG. 3 depicts one embodiment of a flight planning system for navigationof an aircraft based on high instrument flight rules.

FIG. 4 depicts one embodiment of a flight planning system for navigationof an aircraft based on low instrument flight rules.

FIG. 5 depicts one embodiment of a flight planning system for navigationof an aircraft based on visual flight rules (VFR).

FIG. 6 depicts one embodiment of a flight planning system for navigationof an aircraft based on satellite imagery.

FIG. 7 depicts one embodiment of a flight planning system for navigationof an aircraft based on a terrain representation.

FIG. 8 shows steps of one embodiment of a flight planning methodutilizing an interactive map on a touch screen device in an aircraftcockpit.

FIG. 9 depicts one embodiment of a charts panel of a flight planningsystem for navigation of an aircraft.

FIG. 10 depicts one embodiment of a charts panel of a flight planningsystem for navigation of an aircraft in which available navigation typesare displayed.

FIG. 11 depicts one embodiment of a charts panel of a flight planningsystem for navigation of an aircraft in which navigation by ILS isselected.

FIG. 12 depicts one embodiment of a charts panel of a flight planningsystem for navigation of an aircraft in which a runway has beenselected.

FIG. 13 depicts one embodiment of a radio frequency panel for navigationof an aircraft.

FIG. 14 shows steps of one embodiment of a flight planning method forproviding a chart on a touch screen device.

DETAILED DESCRIPTION

Referring to FIG. 1, a representation 100 of a touch-screen instrumentpanel (TSIP) is illustrated. The TSIP replaces the plurality ofinstruments, dials, gauges, and screens typically utilized on theconsole of an aircraft. The TSIP is configured for at least a touchscreen implementation. In some embodiments, the TSIP may span the widthof a cockpit of an aircraft. As illustrated in FIG. 1, the TSIP is thewidth of the cockpit and may be accessed by both a pilot, co-pilot, andthe like.

The TSIP is a digital information panel and may include a plurality ofdigital layers. The digital layers may overlay one another to createmultiple views. For instance, and as will be described in further detailbelow, one layer may be a real-time view while another layer may be athree-dimensional representation of, for example, weather while anotherlayer may include flight instruments and may not be obstructed with anyother layers or representations. A processor, similar to that onboardcomputer 201 of FIG. 2, for example, may stack the plurality of digitalimages to provide a complete real-time image including the real-timeview and any other additional information stacked on top of it as deemedappropriate by the user. Additional information may include syntheticvision, three-dimensional weather, information regarding traffic orairports, etc. Furthermore, the TSIP may be configured such that, in theevent of a failure or malfunction of the TSIP, each digital layerbecomes transparent so that the standby flight instruments areaccessible/viewable to users.

Turning back to FIG. 1, the representation 100 includes the TSIP 110,one or more flight instrument displays 120, one or more navigationaldisplays 130, one or more user interface panels 140, a menu 150, and thereal-time view 160. Initially, the real-time view displayed by the TSIPmay be captured by a high-definition (HD) camera on the exterior of theaircraft. In an embodiment, the HD camera is mounted to the nose of theaircraft. The camera may be mounted in any appropriate position tocapture a real-time view that gives a display of a view ahead of anaircraft. Additionally, as will be further discussed herein, thereal-time view may be altered or enhanced by, for instance, syntheticvision enhancements.

The TSIP 110 further includes one or more flight instrument displays120. The flight instrument display 120 may be configured to include anynecessary information regarding the current configuration of theaircraft. Additionally, the flight instrument display 120 may beidentically reproduced such that a plurality of users have easy accessto the one or more flight instrument displays 120. By way of example,the flight instrument display 120 illustrated in FIG. 1 may beidentically reproduced and positioned on the opposite side of the TSIP110.

The TSIP 110 further includes one or more navigational displays 130.Similar to the one or more flight instrument displays 120, the one ormore navigational displays 130 may be positioned anywhere within theTSIP 110. Additionally, the one or more navigational displays 130 may bereproduced for ease of access for multiple users. Given the size of theTSIP 110, the reproduction may be convenient when there is more than oneuser requiring access to the one or more navigational displays 130.

The TSIP 110 may include one or more user interface panels 140. The oneor more user interface panels 140 may be displayed alone or incombination with other panels. The panels 140 display information andaccept input from a user regarding various aircraft systems. Exemplarypanels provide information regarding, but not limited to, anti-icingsystems, environmental control systems, electrical systems, flightcontrols, hydraulic systems, cabin pressurization systems, interior andexterior lighting, propulsion systems, cabin window shades, weathermaps, charts, maps, alerts, system information notifications,maintenance notifications, flight plans, traffic alerts, etc. Dependingon the information displayed, the user interface panels may be presentedautomatically (e.g., without user input) or upon receipt of a userinput.

The TSIP 110 may further include a menu 150. The menu may include one ormore selectors to aid a user in navigating the TSIP 110. For example,the menu 150 may include a weather indicator that provides a weatherinformational pop-up. The menu 150 may also include a charts indicatorto access various charts. Any feature that may be accessed via the TSIPmay be represented in the menu 150. Various features will be describedherein and in several of the applications related by subject matter,referenced above, and herein incorporated by reference in theirentirety.

Additionally, the TSIP 110 may include a real-time view 160. Thereal-time view 160 may be an ahead-type view illustrating the view aheadof an aircraft. The real-time view 160 may be captured, as previouslymentioned, by a camera mounted to the aircraft. The real-time view 160may be a real-time panoramic view. Panoramic, as used herein, refers toa wide-angle view. In additional embodiments, infrared imaging may beused in the real-time view to aid in navigation at night, for instance.

FIG. 2 shows one embodiment of a system environment 200 including anaircraft touch-screen instrument panel 210. System environment 200 has anetwork of subsystems that includes an on-board computer 201, thetouch-screen instrument panel (TSIP) 210, a local digital network 220,databases 230, a flight controller 240, aircraft flight equipment 250,communications equipment 260, radar 270, an anti-collision and terrainawareness 280, and a camera 290. Communications equipment 260communicates with external communication sources 265, which are notphysically located onboard the aircraft (for example, terrestrialcommunications, satellites, and other aircraft). TSIP 210 interacts withthe subsystems of system environment 200 through computer 201.

On-board computer 201 includes for example non-volatile memory,software, and a processor. TSIP 210 serves as a user interface forcomputer 201. Memory stores software that includes machine readableinstructions, that when executed by processors provide control andfunctionality of system environment 200 as described herein. Computer201 has for example electronic circuitry including relays and switchesto electrically connect with components of system environment 200. In anembodiment, computer 201 includes a first computer and a second computerlocated on-board the aircraft, where the second computer minors thefirst computer, thereby providing redundancy in the event of a computerfailure. It should be recognized that where a single computing device(e.g., computer 201) is represented graphically, the component might berepresented by multiple computing units in a networked system or havesome other equivalent arrangement which will be evident to one skilledin the art.

TSIP 210 provides a user interface for visualizing and controllingsubsystems of system environment 200 through computer 201. TSIP 210includes a substrate that supports a display and a touch membrane.Substrate is a transparent material such as glass, acrylic,polycarbonate or other approved for flight materials on which displayand touch membrane are overlaid. In an embodiment, substrate is made offlexible material for conforming to aircraft cockpit dimensions,including complex shapes such as curves or corners. In an embodiment,the substrate has a large aspect ratio for providing panoramic images.Display is for example an organic light-emitting diode (OLED) display,which is thin and flexible for layering onto substrate. When unpowered,the display is, in some embodiments, transparent. Touch membrane is athin, transparent and flexible material that is layered onto a displayand capable of sensing touch. Touch membrane is for example a resistive,capacitive, optical, or infrared touch screen. Together, touch membraneand display provide TSIP 210 with a visual display that a user maycontrol by touching with one or more fingers or a stylus. Such a touchcomprises a touch input to the TSIP 210. In some embodiments, TSIP 210is a multi-touch display that allows multiple users to touch andinteract with the TSIP 210 simultaneously. For example, in someembodiments, both a pilot and a co-pilot may simultaneously touch andinteract with TSIP 210 through different windows or controls displayedon TSIP 210.

Local digital network 220 provides a digital connection between computer201 and on-board subsystems, such as cabin management subsystem (CMS)and in-flight entertainment (IFE). CMS includes for example cabinlighting, heating, air conditioning, water temperature, and movement ofshades. IFE includes for example audio and video content. TSIP 210provides an interface for monitoring and controlling CMS and IFE overlocal digital network 220.

Databases 230 are digital databases stored in memory of computer 201on-board the aircraft. Databases 230 include charts, manuals, historicalaircraft component data, and checklists Databases 230 allow pilots toquickly access and search information via computer 201. TSIP 210displays the information such that pilots maintain a heads-up view whilepiloting an aircraft. Historical aircraft component data is for exampleupdated during flight with data from aircraft flight equipment 250(e.g., sensors) via computer 201.

Flight controller 240 provides navigation, avionics, and autopilotfunctions. In an embodiment, flight controller 240 is a standalone unitsupplied by an independent manufacturer (e.g., Garmin, Honeywell,Rockwell Collins). TSIP 210 displays aircraft information from flightcontroller 240 via computer 201 such as airspeed, altitude, heading,yaw, and attitude (i.e., pitch and bank).

Aircraft flight equipment 250 includes flight control surfaces, engines,anti-icing equipment, lights, and sensors (e.g., temperature, pressure,electrical). Aircraft flight equipment 250 is monitored and controlledby pilots using TSIP 210 through computer 201 for flying the aircraft.

Communications equipment 260 allows pilots to communicate with oneanother, with passengers, and with airports and other aircraft.Communications equipment 260 includes radios, phones, and internal andexternal digital networks (e.g., Internet and Intranet). Differentfrequency bands are used for example to transmit and receive data withmultiple recipients. TSIP 210 allows pilots to communicate with othersby using communications equipment 260 via computer 201.

Communications equipment 260 includes a transceiver configured tocommunicate with external communication sources 265, which include forexample terrestrial based communication towers, satellites, and otheraircraft. External communication sources 265 also provide communicationswith for example radio, global positioning system (GPS), and Internet.TSIP 210 provides a user interface for communicating with externalcommunication sources 265, enabling a pilot or co-pilot to communicatewith air traffic control, terrestrial communication towers (e.g.,navigation towers, waypoints), satellites, and directly with otheraircraft for example. TSIP 210 allows pilots to receive and transmitexternal communications through communications equipment 260 andcomputer 201.

Satellites provide network links for phone and internet communications,and GPS information. Aircraft interact with satellites usingcommunications equipment 260 to transmit and receive radio frequencysignals. TSIP 210 allows pilots to communicate via satellites throughcomputer 201 and communications equipment 260.

Other aircraft within view of camera 290 are displayed in real-time on apanoramic view provided by TSIP 210. Information about other aircraft,which may be retrieved from radar 270 or radio communication, isdisplayed for improved pilot awareness and ease of contact.

Radar 270 includes equipment for determining a location and speed ofobjects from radio waves. Equipment for radar 270 includes a radiotransmitter for producing pulses of radio waves and an antenna forreceiving a reflected portion of the radio waves from nearby objects.TSIP 210 receives information from radar 270 via computer 201 and usesthe information to display the location of nearby objects, such asweather, terrain and other aircraft.

Anti-collision and terrain awareness 280 includes a traffic collisionavoidance subsystem (TCAS) and a terrain awareness and warning subsystem(TAWS). Anti-collision and terrain awareness 280 includes radar 270 andtransponder information to determine aircraft position relative to otheraircraft and Earth terrain, and to provide appropriate warning signals.TSIP 210 displays these warnings and allows pilots to respond to themby, for example, silencing an audible warning signal.

Camera 290 provides forward looking images to TSIP 210 through computer201. Camera 290 is mounted for example under the aircraft nose. Inalternative embodiments, camera 290 is located on the tail or onaircraft wings. Camera 290, in embodiments, receives one or both ofvisible as well as infrared (IR) light. Further, in embodiments, camera290 provides high-definition (HD) quality images (e.g., using an HDcapable camera). In a preferred embodiment, camera 290 provides HDquality and IR functionality. Alternatively, camera 290 might includetwo separate cameras, one for HD quality and a second camera for IRimaging.

Camera 290 provides images to computer 201, which renders the images forreal-time projection on TSIP 210. TSIP 210 projects HD panoramic viewslooking forward and below from the front of the aircraft. The forwardview spans an angle of about 120° to about 180° for example. In anembodiment, TSIP 210 uses IR imaging to project a synthetic view, whichis for example useful at night or when flying through clouds or fog thatobscure visible light.

Various components of the user interface displayed on TSIP 210 aredesigned to provide a synoptic view of the state or condition of theaircraft, meaning that the user interface components provide anintuitive, broad view of the aircraft, its various components andsubsystems, and their configuration, condition, and status. The userinterface utilizes the touch screen functionality of the TSIP 210 topresent views of the aircraft to intuitively communicate information andaccept input from the pilot. In some embodiments, the views also includegraphical depictions of all or a relevant portion of the aircraft. Insome embodiments, the views of the aircraft also incorporate displayelements, including without limitation graphical, textual, and numericalelements, in conjunction and associated with graphical depictions of theaircraft to convey the state of the aircraft and to simultaneouslyconvey multiple pieces of information to the pilot or user. Thegraphical, textual, and numerical elements of the user interface mayflash, change color, change content, appear, disappear, move or changelocation, or otherwise change in response to user input or the state ofthe aircraft systems. The varying colors, values, or appearances of thedisplay element symbolize or represent the state of the aircraft and itsvarious systems. Some of the display elements may function as inputelements such as buttons or text or number entry fields, receiving inputfrom a user through TSIP 210.

The computer 201 monitors the aircraft's data buses to determine thepositions, temperatures, pressures, and states of various equipment andsystems of the aircraft. TSIP 210 graphically displays the data gleanedfrom the buses and stored in computer 201 in the appropriate synopticpanels or windows for flight crew interaction. The inventive userinterface provides a thorough, easily understood, intuitive anduser-friendly interaction with each synoptic user interface. The touchscreen functionality of TSIP 210 also allows the user to activateaircraft systems and change configuration settings through userinterface displayed on TSIP 210.

The user interface provides for a variety of user interface elementsgrouped into a variety of “windows”, which may also be referred to as“panels” or “pages”. Some user interface elements are common to aplurality of the synoptic user interface panels. For example, each userinterface panel may comprise a border surrounding the informationdisplayed in the user interface and defining a “panel”. A title for eachuser interface may be displayed within the panel or on the border of thepanel area. In some embodiments, the title is displayed in the top orthe bottom left or right corner of the panel. The title may optionallybe displayed as an abbreviation. Similar to other known graphical userinterfaces, each “window” or “panel” may be provided with controls forclosing or minimizing the panel to remove it from active display on theTSIP 210. Various embodiments of the panels that are presented in TSIP210 are described in relation to FIGS. 3 through 7 and FIGS. 9 through13.

In some embodiments of the user interface, a silhouette, cross-section,or other diagram of an aircraft is utilized to illustrate the state ofthe aircraft and convey relevant information to the pilot. The diagramof an aircraft may be a top, bottom, side, front, back, or perspectiveview of an aircraft. The windows may incorporate both static elementsand active controls. Static elements comprise elements that are fixed orare updated automatically by the system to display the current aircraftconfiguration and status. Active controls may be updated automaticallyby the system to display the current aircraft configuration and status,but are also capable of interacting with the user via TSIP 210 toreceive pilot input.

FIGS. 3-7 depict exemplary panels of a flight planning system fornavigation of an aircraft. The flight planning system is displayed onTSIP 210, which uses on-board computer 201 for storing and executinginstructions. Algorithms written with software calculate flight planninginformation, such as flight duration for example, using computer 201.

On-board computer 201 includes a manager for providing navigationalviews on TSIP 210. The navigational views on TSIP 210 include a mappinginterface for displaying one or more maps (see FIGS. 3-7), a chartscomponent for displaying one or more aeronautical charts (see FIGS.9-12), a radio frequency component for receiving and displaying one ormore radio frequencies (see FIG. 13), a weather component for displayingone or more weather representations overlaid on the map (see FIGS. 3-7),and a virtual flight plan component for displaying one or more simulatedflight plans.

FIG. 3 depicts an exemplary panel 400 of the flight planning system.Panel 400 is configured to show a mapping interface 429 based on highinstrument flight rules (IFR). Mapping interface 429 includes adisplayed image of a map, which may be manipulated by a user with touchgestures, such as zooming and dragging, to view maps of various areas ofEarth. Panel 400 includes menus listed, for example, along the bottom,top and sides of the panel. The menus may include icons, names orabbreviations that may be activated by touch, thus serving as links orshortcuts to various features of the flight planning system. The menualong the bottom of panel 400 includes, for example, a title indicator401, a proximity icon 402, a favorites icon 403, a weather link (WX)404, a skytrack link 405, a waypoints link 406, a procedures link 407, adirect-to link 408, and a standby-plan link 409. Panel 400 may beconfigured to display greater or fewer menu items along the bottom or toarrange items differently without departing from the scope hereof.

Proximity icon 402 may be configured such that selection thereofactivates a proximity component of the flight planning system fororganizing information based on distances from the aircraft. Forexample, activating the proximity component by selecting proximity icon402 displays a list of nearby airports and their corresponding radiofrequencies on TSIP 210, wherein the list is organized by proximity tothe aircraft. Information is updated real-time during aircraft flight,thereby re-organizing the list as needed to continually provideinformation for the nearest airports. Proximity icon 402 provides aconvenient one-touch link to display information for flight planningbased on proximity. Proximity may be defined as any distance relative tothe aircraft within a predetermined maximum distance.

Favorites icon 403 is configured such that selection thereof activates afavorites component of the flight planning system for organizinginformation based on a custom list of favorite items. For example,activating the favorites component by selecting favorites icon 403displays a list of frequently used or favorite items on TSIP 210,wherein the list may be tailored to individual pilot preference. Thelist of favorite items may include flight paths and airports with theircorresponding radio frequencies, for example. Favorites icon 403provides a convenient one-touch link to display information for flightplanning based on a custom list.

Weather link (WX) 404 is configured such that selection thereofactivates or deactivates a weather component of the flight planningsystem for displaying real-time and forecasted weather representationsoverlaid on mapping interface 429. For example, real-time weather isdetermined from radar 270 and forecasted weather is determined fromexternal communication sources 265, such as the National WeatherService, and depicted on mapping interface 429. Weather may berepresented by shaded regions, contour lines or other illustrations,with different shades or colors illustrating rain, snow and heaviness ofprecipitation, for example. Weather representation 423 is depicted alongthe bottom and in the bottom right corner of mapping interface 429 ofFIGS. 3-7. Weather link (WX) 404 provides a convenient one-touch link todisplay information for flight planning based on real-time andforecasted weather.

Skytrack link 405 may be configured such that selection thereofactivates or deactivates a path projecting navigational aid component ofthe flight planning system, which may be used to assist flight planningby providing navigational parameters including but not limited toaircraft speed, heading and altitude. The navigational aid is displayedin the primary flight instrument area of TSIP 210. Skytrack link 405provides a convenient one-touch link to display information on TSIP 210for flight planning based on navigational parameters.

Waypoints link 406 may be configured such that selection thereofactivates a waypoints component of the flight planning system forestablishing waypoint coordinates and displaying them on mappinginterface 429. A waypoint is a coordinate in physical space, forexample, latitude, longitude and altitude. In an embodiment, waypointsare determined by touching or selecting a location on mapping interface429. In an alternative embodiment, waypoints are searched from a liststored in database 230. In another embodiment, waypoints are selectedfrom a list of waypoint names, which is organized, for example, byproximity, favorites, or alphabetically. Waypoints link 406 provides aconvenient one-touch link to establish and display waypoints for flightplanning.

Procedures link 407 may be configured such that selection thereofactivates a procedures component of the flight planning system.Procedures component includes a series of menus containing proceduresdisplayed on TSIP 210 for example. Procedures component includes, forexample, established protocols, step-by-step instructions, andchecklists for flight planning. In an embodiment, the series of menusinclude cascaded panels, with a separate menu displayed in each panel.Menu selections may determine which procedures or subsequent menus todisplay. Procedures link 407 provides a convenient link to displayinformation for flight planning based on established procedures.

Direct-to link 408 may be configured such that selection thereofactivates a direct-to component of the flight planning system. Thedirect-to component establishes a flight path 421 directly from anorigin to a destination without intervening waypoints. Note that FIGS. 6and 7 illustrate a flight path 421 headed directly from an origin to adestination, whereas flight paths 421 of FIGS. 3-5 include a turn.Direct-to link 408 provides a convenient one-touch link to establish adirect flight path 421 for efficient flight planning.

Standby-plan link 409 may be configured such that selection thereofactivates a standby-plan component of the flight planning system. Thestandby-plan component enables a user to establish a back-up flight planthat is on standby and ready to be used if a sudden change is necessaryto an original flight plan. Standby-plan link 409 provides a convenientlink for establishing a back-up flight plan.

The menu along the top of panel 400 in FIG. 3 includes, for example, anorigin name indicator 410, an origin chart icon 411, a destination nameindicator 412, a destination chart icon 413, a distance indicator 414, aduration indicator 415, an altitude indicator 416, an airspeed indicator417, and a play button 418. Panel 400 may be configured to displaygreater or fewer menu items along the top or to arrange itemsdifferently without departing from the scope hereof.

Origin name indicator 410 may be configured such that selection thereofactivates an origin selecting component of the flight planning system.Similarly, destination name indicator 412 may be configured such thatselection thereof activates a destination selecting component of thesystem. Origin name indicator 410 and destination name indicator 412are, for example, used to select an airport and display its name fororiginating and terminating a flight path 421, respectively. Origin nameindicator 410 and destination name indicator 412 display airport namesand codes along the top of panel 400, as in FIG. 3 for example. In anembodiment, selecting either origin name indicator 410 or destinationname indicator 412 displays a touch-screen keyboard on TSIP 210 forentering an airport from a searchable database, such as database 230. Inan embodiment, airports selected using origin name indicator 410 anddestination name indicator 412 are also highlighted on mapping interface429. For example, flight path 421 begins at an origin location 419 andends at a destination location 422. Origin name indicator 410 anddestination name indicator 412 provide convenient selection of airportsfor efficient flight planning.

Within mapping interface 429, origin location 419 may be configured suchthat selection thereof activates the origin selecting component of theflight planning system. Similarly, destination location 422 may beconfigured such that selection thereof activates the destinationcomponent of the flight planning system. Origin location 419 anddestination location 422 are, for example, used to select airports fororiginating and terminating a flight path 421 by touching locationswithin mapping interface 429. By touching and holding a location, a usermay activate the system to display a menu on TSIP 210 for selecting anairport and runway, and designating the location as origin, waypoint, ordestination, for example. In areas where multiple airports areavailable, the displayed menu may provide airport options. In anembodiment, selection of origin location 419 and destination location422 from mapping interface 429 may also populate origin name indicator410 and destination name indicator 412, respectively, with correspondingairport names and codes. Origin location 419 and destination location422 provide convenient selection of airports from mapping interface 429for efficient flight planning.

Origin chart icon 411 and destination chart icon 413 may be configuredsuch that selection thereof activates a charts component of the flightplanning system. Selection of origin chart icon 411 displays one or morecharts corresponding to an origin airport. Similarly, selection ofdestination chart icon 413 displays one or more charts corresponding toa destination airport. For example, selecting origin chart icon 411displays one or more charts corresponding to origin name indicator 410,and selecting destination chart icon 413 displays one or more chartscorresponding to destination name indicator 412. Origin chart icon 411and destination chart icon 413 provide convenient selection ofappropriate airport charts for displaying on TSIP 210. Example chartsare shown in FIGS. 9-12.

Distance indicator 414 displays an estimated flight distance as part ofthe flight planning system. Similarly, duration indicator 415 displaysan estimated duration as part of the flight planning system. Distancemay be calculated based on a projected flight path, and duration may becalculated based on distance and a desired altitude and airspeed. Basedon flight path 421 displayed in mapping interface 429, distanceindicator 414 may display a value, for example, in nautical miles (NM)and duration indicator 415 may display a value, for example, in hoursand minutes (hh:mm). Distance indicator 414 is 162.14 nautical miles andduration indicator 415 is 52 minutes, as shown in FIG. 3. As alternateflight paths are considered, distance indicator 414 may displaycorresponding alternate distances and duration indicator 415 may displaycorresponding alternate times. During flight, as the distance andduration remaining to arrive at the destination decrease, the distanceindicator 414 and duration indicator 415 update accordingly. For flightplanning activities, distance indicator 414 and duration indicator 415conveniently display the remaining estimated flight path distance andduration, respectively.

Altitude indicator 416 is configured such that selection thereofactivates an altitude component of the flight planning system.Similarly, airspeed indicator 417 is configured such that selectionthereof activates an airspeed component of the flight planning system.Altitude indicator 416 and airspeed indicator 417 may be used, forexample, to select a cruising altitude and a cruising airspeed,respectively. In an embodiment, touching altitude indicator 416 orairspeed indicator 417 on TSIP 210 displays a touch-screen keyboard forentering values. Altitude indicator 416 and airspeed indicator 417display the selected cruising altitude and airspeed, respectively.Altitude indicator 416 is 10,500 feet (FT) and airspeed indicator 417 is400 nautical miles per hour (KTS) in FIG. 3. In an embodiment, altitudeindicator 416 and airspeed indicator 417 display values using differentunits, such as metric system units. During flight, altitude indicator416 and airspeed indicator 417 may update in real-time to display theaircraft's actual airspeed and altitude. Since an aircraft's altitudeand airspeed affect duration of a flight, duration indicator 415 updatesits value whenever changes are made to altitude indicator 416 orairspeed indicator 417 during flight planning activities. Altitudeindicator 416 and airspeed indicator 417 provide convenient selection ofcruising altitude and cruising airspeed for efficient flight planning.

Play button 418 is configured such that selection thereof activates avirtual flight plan component of the flight planning system. By touchingplay button 418, a virtual flight plan is displayed on mapping interface429. Specifically, aircraft icon 420 moves from origin location 419along flight path 421 to destination location 422. The virtual flightplan dynamically represents the aircraft simulating a projected path ofthe flight plan overlaid on mapping interface 429. In an embodiment, thevirtual flight plan simulates the flight at an accelerated pace anddisplays the estimated remaining distance and duration via distanceindicator 414 and duration indicator 415, which count down during thesimulation. Virtual flight plan also illustrates a forecasted weatherrepresentation 423 overlaid on mapping interface 429, thereby enabling apilot to visualize aircraft icon 420 dynamically encounter forecastedweather representation 423. Thus, alternate flight paths may beconsidered in an attempt to avoid forecasted weather 423. Selection ofplay button 418 causes a display of a visual simulation of a virtualflight plan for effective flight planning.

The menu along the right side of the panel in FIG. 3 includes options toselect alternate views for mapping interface 429 including views basedon high instrument flight rules (IFR) 424, low IFR 425, visual flightrules (VFR) 426, satellite imagery (SAT) 427, and terrain representation(TERR) 428 for example. Panel 400 may be configured to display greateror fewer menu items along the right of the panel or to arrange itemsdifferently without departing from the scope hereof.

FIG. 3 depicts an exemplary mapping interface 429 based on high IFR 424.Note that high IFR 424 is highlighted compared to the other options onthe right side of the panel, indicating that the high IRF option wasselected. IFR are rules and regulations established by the FederalAviation Administration (FAA) to govern flight when flying conditions donot allow for safe visual reference, and pilots must rely on theirflight instruments for navigation. High IFR 424 illustrates availableroutes on an aeronautical map based on an established set of rules forefficient flight planning.

FIGS. 4-7 depict exemplary flight planning panels 430, 432, 434, 436,which are examples of panel 400 of FIG. 3. Flight planning panels 430,432, 434, 436 include mapping interfaces 431, 433, 435, 437, which arebased on low IFR 425, VFR 426, satellite imagery 427, and terrainrepresentation 428, respectively. A user has the option of viewing oneor more mapping interfaces (429, 431, 433, 435, 437) while creating theflight plan.

FIG. 4 depicts flight planning panel 430, which is an example of flightplanning panel 400 of FIG. 3, that is configured to show a mappinginterface 431 based on low IFR 425. Note that the set of routesavailable differ between high IFR 424 and low IFR 425. Low IFR 425illustrates available routes on an aeronautical map based on anestablished set of FAA rules for efficient flight planning.

FIG. 5 depicts flight planning panel 432, which is an example of flightplanning panel 400 of FIG. 3, that is configured to show a mappinginterface 433 based on VFR 426. VFR is a set of FAA rules andregulations for flying an aircraft using outside visual cues, whereinreliance on instruments is optional for pilots. VFR 426 illustrates anaeronautical map showing routes based on available visual cues forefficient flight planning.

FIG. 6 depicts flight planning panel 434, which is an example of flightplanning panel 400 of FIG. 3, that is configured to show a mappinginterface 435 based on satellite imagery (SAT) 427. Satellite imageryincludes, for example, composite images of multiple photographs taken byone or more satellites from an Earth orbit. Satellite imagery 427provides a mapping interface 435 based on composite satellite images forefficient flight planning.

FIG. 7 depicts flight planning panel 434, which is an example of theflight planning panel 400 of FIG. 3, that is configured to show amapping interface 437 based on a terrain representation (TERR) 428.Terrain representation 428 represents terrain features of Earth withlines and shading, where different shades may represent water, land anddifferent elevations for example. Lines may indicate city and countyboundaries, roads, and land/water interfaces. Terrain representation 428provides a mapping interface 437 based on Earth terrain for efficientflight planning.

FIG. 8 shows steps of an exemplary flight planning method 439 utilizingan interactive map on a touch screen device in an aircraft cockpit. Instep 440, a set of flight rules is received. In an example of step 440,a user selects either high IFR 424, low IFR 425, or VFR 426, as shown inFIG. 3-5, respectively, for viewing and selecting a flight path based ona desired set of flight rules.

In step 441, an indication of both an origin airport and a destinationairport is received via the touch screen device. In an example of step441, a user selects an origin/destination airport by activating theorigin/destination selecting component of the flight planning systemfrom panel 400. Specifically, origin selecting component is activatedusing origin name indicator 410, to search for or enter an airport nameor code via keyboard, or using origin location 419, to select an originairport by touching and holding a location within mapping interface 429.Similarly, destination selecting component is activated usingdestination name indicator 412 to type an airport name or code, ortouching and holding destination location 422.

In step 442, a flight path is displayed on the map based on each of theset of flight rules and the origin and destination airports. In anexample of step 442, flight path 421 is depicted on the map of at leastone of mapping interface 429 (FIG. 3), 431 (FIG. 4), 433 (FIG. 5), 435(FIG. 6), 437 (FIG. 7). In an embodiment, flight path 421 illustrates aprojected path from origin location 419 to destination location 422 thatis displayed on a particular mapping interface for a given set of flightrules (e.g., 429 of FIG. 3, 431 of FIG. 4, 433 of FIG. 5), as well asfor the alternate views satellite imagery 435 (FIG. 6) and terrainrepresentation 437 (FIG. 7).

In step 443, a set of flight rules is received from a selection of atleast one of the following options: high IFR, low IFR, or VFR. In anexample of step 443, a user displays and selects one set of flight rulesusing panel 400 by touching high IFR 424, low IFR 425, or VFR 426.

In step 444, an indication of an origin runway and a destination runwayis received. In an example of step 444, a user selects origin anddestination runways by activating the origin/destination selectingcomponent of the flight planning system. Specifically, origin selectingcomponent is activated using origin name indicator 410 or originlocation 419, and destination selecting component is activated usingdestination name indicator 412 or destination location 422, as describedabove for step 441. Once an origin/destination airport is selected, amenu of available runways for receiving a runway selection is displayedat step 444.

In optional step 445, an indication of one or more waypoints between theorigin and destination based on received map locations is received,wherein a waypoint is a coordinate in physical space. In an example ofstep 445, a waypoint is selected by touching and holding a location onmapping interface 429 to display a menu for selecting a waypoint. In anembodiment, one or more additional waypoints are added to the flightplan by sequentially touching and holding map locations.

In optional step 446, forecasted weather is displayed utilizing dynamicrepresentations on the map. In an example of step 446, forecastedweather representation 423 is displayed on mapping interface 429 of FIG.3. In an embodiment, weather representation 423 is a dynamicrepresentation of recent weather or forecasted weather.

In optional step 447, a virtual flight plan is displayed, wherein anaircraft icon simulates the flight path on the map. In an example ofstep 447, touching play button 418 initiates aircraft icon 420 to movefrom origin location 419 to destination location 422 along flight path421 of FIGS. 3-7. In an embodiment, simulated flight plan includespotential interaction with dynamic representation of forecasted weather423.

In optional step 448, an alternate flight path is generated, therebyproviding a standby flight plan. In an example of step 448, thealternate flight path is created using steps 440 to 447, as describedabove. In an embodiment, the alternate flight path is designated as astandby flight plan by touching standby plan link 409.

FIGS. 9-12 depict example charts from a charts component of the flightplanning system. The charts component may be activated in several ways,including touching origin chart icon 411 or destination chart icon 413of FIG. 3, for example. One or more chart icons may also be displayed onTSIP 210 outside of flight planning panel 400. Proximity icon 402 andfavorites icon 403 may also be used to activate the charts component.Within the mapping interface 429, charts component is activated inresponse to touch of an origin location 419 or destination location 422on TSIP 210. Lastly, charts component is activated by typing an airportcode, airport name, or city from a keyboard.

The charts component may utilize onboard computer 201 to processinformation including user input, database 230, GPS location, and flightplan, for determining which airport chart to display. Database 230provides the necessary charts to display. GPS location data are accessedwhen the proximity component is used to select an airport. Flight plandata are used based upon origin and destination airports of a loadedflight plan.

FIG. 9 depicts an exemplary charts panel 449. Along the bottom of chartspanel 449 is, for example, a title indicator 450, proximity icon 451,favorites icon 452, frequencies (FREQ) link 453, and procedures link454. Proximity icon 451 and favorites icon 452, which are examples ofproximity icon 402 and favorites icon 403 of FIG. 3, are used to accesscharts based on proximate airports or a list of favorite/frequentairports, respectively. Frequencies link 453 provides one touch accessto a list of radio frequencies associated with the displayed chart. Theradio frequencies displayed include, for example, Automatic TerminalInformation Service (ATIS), Clearance, Ground Control, Tower, ApproachControl and Departure Control. The user may select a desired frequencyby touch and load the desired frequency into a radio frequency panel(see FIG. 13). Procedures link 454, which is an example of procedureslink 407 of FIG. 3, provides a link to standardized procedures andchecklists for airport approach and departure. Charts panel 449 may beconfigured to display greater or fewer items along the bottom or toarrange items differently without departing from the scope hereof.

The right side of charts panel 449 includes airport code indicator 455,approach/departure indicator 456, and select navigation indicator 457.Selection of airport code indicator 455 enables selection of an airportand displays its code. Approach/departure indicator 456 enablesselection for approaching or departing an airport. For example, if auser is approaching Nassau, Bahamas, MYNN is selected for airport codeindicator 455 and approach is selected for approach/departure indicator456. A chart for approaching MYNN is displayed in charts panel 449 as afirst page chart 458 and a second page chart 459. First page chart 458shows airport runways and gates, for example. By pinning charts panel449 to TSIP 210, such that panel 449 remains stationary on TSIP 210,first and second chart pages 458, 459 may be zoomed, dragged, orotherwise manipulated using touch gestures. Selection of selectnavigation indicator 457 enables selection of a navigation type (seeFIG. 10).

FIG. 10 depicts an exemplary charts panel 460 in which select navigationindicator 457 is selected to display navigation types available for theaircraft and selected airport. Navigation types include instrumentlanding system (ILS) 461, automatic direction finder (ADF) 462, VHF(very high frequency) omnidirectional range (VOR) 463, globalpositioning system (GPS) 464, non-directional beacon (NDB) 465, anddistance measuring equipment (DME) 466.

FIG. 11 depicts an exemplary charts panel 467 in which navigation by ILS461 has been selected. Once a navigation type is selected, the chartscomponent automatically displays available runways.

FIG. 12 depicts an exemplary charts panel 468 in which runway fourteen(RWY 14) 469 has been selected. A chart 470, corresponding to anapproach for runway fourteen is displayed in panel 468. Charts panel 468is configured such that changes to selections may be made byre-selecting any previous selection, for example airport code indicator455, approach/departure indicator 456, or select navigation indicator457.

FIG. 13 depicts an exemplary radio frequency panel 471 of the flightplanning system. Radio frequency panel 471 may be accessed in severalways, including selecting or touching one of a communications link onTSIP 210, proximity icon 402, or favorites icon 403. Within the mappinginterface 429, radio frequency panel is accessed in response to touch ofradio source locations displayed on the map, including, for example,waypoints and origin/destination airports. Lastly, radio frequencycomponent may be accessed by typing or searching for an airport code,airport name, or radio frequency, using a keyboard to search a menustored in database 230.

Radio frequency panel 471 includes a title indicator 472, a pilotindicator 473, an email icon 474, a proximity icon 475, a favorites icon476, a text message icon 477, and a co-pilot indicator 478. An exampletitle, as in FIG. 13, is COMM, which is communication abbreviated,communication being the primary purpose of radio frequency panel 471.Pilot indicator 473 illuminates when a pilot (as opposed to a co-pilot)is the active user who controls radio frequency panel 471. Email icon474 is used to access an email client for communicating via email.Proximity icon 475 and favorites icon 476, which are examples ofproximity icon 402 and favorites icon 403 of FIG. 3, are used foraccessing radio frequencies based on proximity to the aircraft or basedon a list of favorite radio frequencies, respectively. Text message icon477 provides a link to a text messaging component for sending andreceiving text messages sent via radio. Co-pilot indicator 478illuminates when a co-pilot (as opposed to a pilot) is the active userwho controls radio frequency panel 471.

Radio frequency panel 471 includes a display of radio frequenciesorganized in rows for example. Each row includes a communication typeindicator 479, a radio frequency indicator 480, a radio frequencyidentifier 481, a microphone icon 482, a keyboard icon 483, a TXT icon484, and a headset icon 485. Communication type indicator 479 lists thetype of use for each corresponding radio frequency indicator 480. Forexample, COM indicates a radio frequency used for radio communication(e.g., with an airport tower or ground control), and NAV indicates aradio frequency used for aircraft navigation (e.g., with ground radiobeacons). Radio frequency indicator 480 lists the actual frequency ofthe radio waves in kHz. Radio frequency identifier 481 is a name todescribe the purpose or recipient of the radio communication at thatparticular frequency. In an embodiment, radio frequency identifier 481includes custom names for rapid identification of appropriate radiofrequencies. Microphone icon 482 provides a switch and display forturning a microphone on or off for radio communication. Selection ofkeyboard icon 483 brings up a keyboard on TSIP 210 for typing. TXT icon484 displays which radio frequency is active for sending and receivingtext messages via the text messaging component. Headset icon 485includes volume control for adjusting headset volume.

The rows of radio frequencies listed in panel 471 include a firstcommunications channel 486, abbreviated COM1; a second communicationschannel 487, abbreviated COM2; a first navigation channel 488,abbreviated NAV1; a second navigation channel 489, abbreviated NAV2; anda transmit channel 490, abbreviated TRANS 490. Rows 486, 488, and 490are highlighted to indicate active radio frequencies. First and secondcommunications channels 486, 487 are, for example, used for radiocommunication with an airport ground control. First and secondnavigation channels 488, 489 are, for example, used for radiocommunication with navigational aids, such as fixed ground beacon or GPSnetworks. Transponder channel 490 is, for example, used foridentification with other aircraft and air traffic control. An identifysymbol (IDENT) 491 may be selected to transmit a transponder code to airtraffic control or another aircraft. Additional frequencies may belisted, for example, under rows 486, 487, 488, and 489 in FIG. 13, forquick and easy selection of alternate radio frequencies. Additionally,other frequencies not shown can be accessed by scrolling the window downto access them. Those frequency channels include, but are not limitedto, automatic direction finder (ADF), direction measuring equipment 1and 2 (DME1 and DME2), and high frequency 1 and 2 (HF1 and HF2).

FIG. 14 shows steps of an exemplary flight planning method 492 forproviding a chart on a touch screen device. Method 492 utilizes onboardcomputer 201 to process information including user input, database 230,GPS location, and flight plan, for determining which airport chart todisplay. Database 230 provides the necessary charts to display forexample. GPS location data are accessed, for example, when the proximitycomponent is used to select an airport. Flight plan data may be usedbased upon origin and destination airports of a loaded flight plan.

In step 493, a list of menu options is presented on a touch screenmounted in an aircraft cockpit. In an example of step 493, a chartsfunction is selected displaying charts panel 449. In an embodiment,charts function is selected from origin chart icon 411, destinationchart icon 413, proximity icon 402, or favorites icon 403 of panel 400of FIG. 3, or from one or more touch icons displayed on TSIP 210. In anembodiment, charts component is activated in response to touch of anorigin location 419 or destination location 442 within mapping interface429. In an embodiment, charts component is activated by typing anairport code, airport name, or city from a keyboard. Menu options areselected by using charts panel 449 (FIG. 9) displayed on TSIP 210.

In step 494, an indication of an airport is received. In an example ofstep 494, an indication of an airport is selected and its code isdisplayed using airport code indicator 455 of charts panel 449 of FIG.9. In an embodiment, an airport for Nassau, Bahamas, is selected and theairport code MYNN is displayed (see FIG. 9).

In step 495, corresponding charts are identified and automaticallydisplayed. In an example of step 495, a first page chart 458 and asecond page chart 459 are identified and displayed in charts panel 449.

In optional step 496, it is identified that a selected chart is pinnedto the touch screen by selection of a pin icon to enable manipulation ofthe selected chart with one or more touch gestures. In an example ofoptional step 496, charts panel 449 is pinned to TSIP 210 enabling firstand second chart pages 458, 459 to be dragged, scrolled, rotated, zoomedor otherwise manipulated using touch gestures. A chart may be pinned toTSIP 210 before or after any step of method 492.

In step 497, an indication of approach or departure is received. In anexample of step 497, approach is selected and displayed usingapproach/departure indicator 456 of charts panel 449 of FIG. 9.

In step 498, an indication of a navigation type is received. In anexample of step 498, navigation type is selected using select navigationindicator 457 of charts panel 449 of FIG. 9. In an embodiment, availablenavigation types include ILS 461, ADF 462, VOR 463, GPS 464, NDB 465,and DME 466 as depicted in charts panel 460 of FIG. 10. In anembodiment, navigation by ILS 461 is selected as shown in charts panel467 of FIG. 11.

In step 499, a menu of available runways is automatically displayed. Inan example of step 499, a menu of available runways is displayed incharts panel 449. In an embodiment, runway fourteen (RWY 14) 469 isselected and corresponding chart 470 for approach to runway fourteen isshown in charts panel 468 of FIG. 12.

Many different arrangements of the various components depicted, as wellas components not shown, are possible without departing from the spiritand scope of the present invention. Embodiments of the present inventionhave been described with the intent to be illustrative rather thanrestrictive. Alternative embodiments will become apparent to thoseskilled in the art that do not depart from its scope. A skilled artisanmay develop alternative means of implementing the aforementionedimprovements without departing from the scope of the present invention.

It will be understood that certain features and subcombinations are ofutility and may be employed without reference to other features andsubcombinations and are contemplated within the scope of the claims. Notall steps listed in the various figures need be carried out in thespecific order described.

We claim:
 1. A flight planning system for navigation of an aircraft,comprising: a storage component having one or more instructions storedthereon; a touch screen display device; a processor coupled to thedisplay device and a memory, the processor configured to execute the oneor more instructions stored in the storage component; and a managerconfigured to provide navigational views via the touch screen displaydevice in an aircraft cockpit, the manager comprising: a mappinginterface for displaying one or more maps on the touch screen displaydevice; a charts component for displaying one or more aeronauticalcharts on the touch screen display device; a radio frequency componentfor receiving and displaying one or more radio frequencies on the touchscreen display device; a weather component for displaying one or moreweather representations, wherein the one or more weather representationsoverlays the one or more maps on the touch screen display device; and avirtual flight plan component for displaying one or more simulatedflight plans on the touch screen display device.
 2. The system of claim1, wherein the mapping interface is further configured to providealternate displays based on one or more of: satellite imagery; terrainrepresentations; and flight rules.
 3. The system of claim 1, wherein theflight rules comprise one of: high instrument flight rules; lowinstrument flight rules; or visual flight rules.
 4. The system of claim1, further comprising a proximity component for organizing informationbased on distances from the aircraft, wherein the distances update inreal time during aircraft flight.
 5. The system of claim 1, the radiofrequency component comprising relevant radio frequencies based on oneor more of: radio source locations displayed on the mapping interface;one or more frequency identifiers listed in a searchable menu; and oneor more frequency identifiers listed in a custom list of favorite radiosource names.
 6. The system of claim 1, wherein the weather componentdisplays a dynamic weather forecast representation that overlays the oneor more maps.
 7. The system of claim 1, wherein the virtual flight plancomprises a dynamic representation of the aircraft simulating aprojected path of the flight plan, wherein the dynamic representation ofthe aircraft overlays the one or more maps.
 8. The system of claim 7,wherein the virtual flight plan further comprises a dynamicrepresentation of the aircraft encountering the dynamic weather forecastrepresentation.
 9. A method for flight planning utilizing an interactivemap on a touch screen device in an aircraft cockpit comprising:receiving a set of flight rules; receiving an indication of both anorigin airport and a destination airport via the touch screen device;and based on each of the set of flight rules and the origin anddestination airports, displaying a flight path on the map.
 10. Themethod of claim 9, wherein receiving the set of flight rules comprisesreceiving one of high instrument flight rules, low instrument flightrules, or visual flight rules.
 11. The method of claim 9, whereinreceiving an indication of the origin of the aircraft and thedestination of the aircraft comprises determining an origin airport anda destination airport based on received map locations.
 12. The method ofclaim 10, further comprising receiving an indication of an origin runwayand a destination runway.
 13. The method of claim 9, further comprisingreceiving an indication of one or more waypoints between the origin anddestination based on received map locations, wherein a waypoint is acoordinate in physical space.
 14. The method of claim 13, furthercomprising receiving an indication of the origin and destinationairports, and the one or more waypoints from a menu.
 15. The method ofclaim 9, further comprising displaying forecasted weather utilizingdynamic representations on the map.
 16. The method of claim 9, furthercomprising previewing a simulated flight plan, wherein an aircraft iconsimulates the flight path on the map, including potential interactionwith the dynamic representation of forecasted weather.
 17. The method ofclaim 9, further comprising generating an alternate flight path, therebyproviding a standby flight plan.
 18. A method for providing a chart on atouch screen device comprising: presenting a list of menu options on atouch screen mounted in an aircraft cockpit spanning the width of theinstrument panel, said list including a charts function; receiving aselection of the charts function; in the charts function, receiving anindication of an airport; upon identifying the airport, enablingselection of (i) an approach or departure, (ii) a navigation method,(iii) a runway; and based on the selections, identifying correspondingcharts and automatically displaying the corresponding charts on thetouch screen device.
 19. The method of claim 18, further comprising:receiving a selection of a chart; identifying that a selected chart ispinned to the touch screen, wherein the selected chart is pinned to thetouch screen by selection of a pin icon, wherein selection of the pinicon enables manipulation of the selected chart with one or more touchgestures.
 20. The method of claim 19, wherein the one or more touchgestures includes dragging, scrolling, rotating, and zooming.